U.S. patent application number 16/174931 was filed with the patent office on 2019-05-16 for ecp overlay system for russian distributor valve.
The applicant listed for this patent is Westinghouse Air Brake Technologies Corporation. Invention is credited to Michael S. Plechey, Jeffrey B. Skweres.
Application Number | 20190144019 16/174931 |
Document ID | / |
Family ID | 66431237 |
Filed Date | 2019-05-16 |
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United States Patent
Application |
20190144019 |
Kind Code |
A1 |
Skweres; Jeffrey B. ; et
al. |
May 16, 2019 |
ECP Overlay System for Russian Distributor Valve
Abstract
An ECP overlay system for a Russian distributor valve includes a
manifold body having a pipe bracket face configured to engage a
face of a pipe bracket of a railway brake system, a valve face
configured to engage a face of a main portion of a Russian
distributor valve of a railway brake system, and an electric
manifold face. The system further including an electric manifold
assembly engaged with the electric manifold face of the manifold
body, with the electric manifold assembly having a pneumatic mode
where the electric manifold assembly is configured to allow
pneumatic-only control of a brake cylinder of railway brake system
and an ECP mode where the electric manifold assembly is configured
to allow electronic control of a brake cylinder of a railway brake
system.
Inventors: |
Skweres; Jeffrey B.;
(McKeesport, PA) ; Plechey; Michael S.;
(Jeannette, PA) |
|
Applicant: |
Name |
City |
State |
Country |
Type |
Westinghouse Air Brake Technologies Corporation |
Wilmerding |
PA |
US |
|
|
Family ID: |
66431237 |
Appl. No.: |
16/174931 |
Filed: |
October 30, 2018 |
Related U.S. Patent Documents
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Application
Number |
Filing Date |
Patent Number |
|
|
62587057 |
Nov 16, 2017 |
|
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|
Current U.S.
Class: |
303/15 |
Current CPC
Class: |
B60T 17/043 20130101;
B60T 15/027 20130101; B60T 17/228 20130101; B61H 13/34 20130101;
B60T 13/665 20130101; B60T 15/184 20130101; B61H 13/20
20130101 |
International
Class: |
B61H 13/34 20060101
B61H013/34; B60T 15/02 20060101 B60T015/02; B60T 15/18 20060101
B60T015/18; B61H 13/20 20060101 B61H013/20 |
Claims
1. An ECP overlay system for a Russian distributor valve, the
system comprising: a manifold body comprising a pipe bracket face
configured to engage a face of a pipe bracket of a railway brake
system, a valve face configured to engage a mounting face of a main
portion of a Russian distributor valve of a railway brake system,
and an electric manifold face; an electric manifold assembly
engaged with the electric manifold face of the manifold body, the
electric manifold assembly having a pneumatic mode where the
electric manifold assembly is configured to allow pneumatic-only
control of a brake cylinder of railway brake system and an ECP mode
where the electric manifold assembly is configured to allow
electronic control of a brake cylinder of a railway brake
system.
2. The system of claim 1, wherein the manifold body further
comprises a plurality of ports defined by the pipe bracket face, a
plurality of ports defined by the valve face, and a plurality of
ports defined by the electric manifold face, the plurality of ports
of the pipe bracket face are in fluid communication with the
plurality of ports of the valve face via a plurality of passages
extending through the manifold body, the plurality of ports of the
electric manifold face are in fluid communication with the
plurality of passages.
3. The system of claim 2, wherein the plurality of ports of the
pipe bracket face and the plurality of ports of the valve face each
comprise a reservoir pressure port, a brake pipe pressure port, a
brake cylinder pressure port, a valve chamber pressure port, a
working chamber pressure port, and an additional discharge channel
pressure port, the reservoir pressure ports of the pipe bracket
face and the valve face are in fluid communication via a reservoir
pressure passage, the brake pipe pressure ports of the pipe bracket
face and the valve face are in fluid communication via a brake pipe
pressure passage, the brake cylinder pressure ports of the pipe
bracket face and the valve face are in fluid communication via a
brake cylinder pressure passage, the valve chamber pressure ports
of the pipe bracket face and the valve face are in fluid
communication via a valve chamber pressure passage, the working
chamber pressure ports of the pipe bracket face and the valve face
are in fluid communication via a working chamber pressure passage,
the additional discharge channel pressure ports of the pipe bracket
face and the valve face are in fluid communication via a discharge
channel passage.
4. The system of claim 3, wherein a plurality of ports of the
electric manifold face comprise a reservoir pressure port, a brake
pipe pressure port, and a brake cylinder pressure port, the
reservoir pressure port of the electric manifold face is in fluid
communication with the reservoir pressure passage, the brake pipe
pressure port of the electric manifold face is in fluid
communication with the brake pipe pressure passage, and the brake
cylinder pressure port of the electric manifold face is in fluid
communication with the brake cylinder pressure passage.
5. The system of claim 1, wherein the electric manifold assembly
comprises a cut-out valve, a fill valve, and a brake cylinder
exhaust valve, the cut-out valve, the fill valve, and the brake
cylinder exhaust valve each having an open position and closed
position, and wherein, when the electric manifold assembly is in
the ECP mode with the fill valve in the open position and the
cut-out valve and the brake cylinder exhaust valve each in the
closed position, the fill valve is configured to place a reservoir
pressure passage in fluid communication with a brake cylinder
pressure passage.
6. The system of claim 5, wherein the fill valve is configured to
place a reservoir pressure passage in fluid communication with a
brake cylinder pressure passage via a brake cylinder fill
choke.
7. The system of claim 5, wherein, when the electric manifold
assembly is in the ECP mode with the brake cylinder exhaust valve
in the open position and the fill valve in the closed position, the
brake cylinder exhaust valve is configured to place a brake
cylinder pressure passage in fluid communication with atmospheric
pressure.
8. The system of claim 7, wherein the brake cylinder exhaust valve
is configured to place a brake cylinder pressure passage in fluid
communication with atmospheric pressure via a brake cylinder
exhaust choke.
9. The system of claim 5, wherein the cut-out valve, the fill
valve, and the brake cylinder exhaust valve are
electronically-controlled via a cut-out solenoid, a fill solenoid,
and a brake cylinder exhaust solenoid, respectively.
10. The system of claim 9, wherein the cut-out valve, the fill
valve, and the brake cylinder exhaust valve each comprise a
diaphragm check valve, the cut-out valve biased to the open
position, the fill valve biased to the closed position, the brake
cylinder exhaust valve biased to the open position, the cut-out
solenoid, the fill solenoid, and the brake cylinder exhaust
solenoid each configured to supply pneumatic pressure to the
respective cut-out valve, the fill valve, and the brake cylinder
exhaust valve to maintain the cut-out valve, the fill valve, and
the brake cylinder exhaust valve in the closed position.
11. The system of claim 5, wherein, when the electric manifold
assembly is in the pneumatic mode, the cut-out valve is in the open
position to place a brake cylinder passage in fluid communication
with a brake cylinder port of the valve face of the manifold body,
the fill valve is in the closed position, and the brake cylinder
exhaust valve is in the closed position.
12. The system of claim 5, wherein the electric manifold assembly
further comprises a reservoir pressure transducer, a brake pipe
pressure transducer, and a brake cylinder pressure transducer.
13. The system of claim 1, wherein the manifold body is configured
to be positioned between a pipe bracket and a main portion of
Russian distributor valve.
14. The system of claim 4, wherein the electric manifold assembly
comprises a cut-out valve, a fill valve, and a brake cylinder
exhaust valve, the cut-out valve, the fill valve, and the brake
cylinder exhaust valve each having an open position and closed
position, and wherein, when the electric manifold assembly is in
the ECP mode with the fill valve in the open position and the
cut-out valve and the brake cylinder exhaust valve each in the
closed position, the fill valve is configured to place the
reservoir pressure passage in fluid communication with the brake
cylinder pressure passage.
15. The system of claim 14, wherein the fill valve is configured to
place the reservoir pressure passage in fluid communication with
the brake cylinder pressure passage via a brake cylinder fill
choke.
16. The system of claim 14, wherein, when the electric manifold
assembly is in the ECP mode with the brake cylinder exhaust valve
in the open position and the fill valve in the closed position, the
brake cylinder exhaust valve is configured to place the brake
cylinder pressure passage in fluid communication with atmospheric
pressure.
17. The system of claim 16, wherein the brake cylinder exhaust
valve is configured to place the brake cylinder pressure passage in
fluid communication with atmospheric pressure via a brake cylinder
exhaust choke.
18. The system of claim 14, wherein the cut-out valve, the fill
valve, and the brake cylinder exhaust valve are
electronically-controlled via a cut-out solenoid, a fill solenoid,
and a brake cylinder exhaust solenoid, respectively.
19. The system of claim 18, wherein the cut-out valve, the fill
valve, and the brake cylinder exhaust valve each comprise a
diaphragm check valve, the cut-out valve biased to the open
position, the fill valve biased to the closed position, the brake
cylinder exhaust valve biased to the open position, the cut-out
solenoid, the fill solenoid, and the brake cylinder exhaust
solenoid each in fluid communication with the reservoir pressure
passage and configured to supply air from the reservoir pressure
passage to the respective cut-out valve, the fill valve, and the
brake cylinder exhaust valve to maintain the cut-out valve, the
fill valve, and the brake cylinder exhaust valve in the closed
position.
20. The system of claim 14, wherein, when the electric manifold
assembly is in the pneumatic mode, the cut-out valve is in the open
position to place the brake cylinder pressure passage in fluid
communication with a main portion of a Russian distributor valve,
the fill valve is in the closed position, and the brake cylinder
exhaust valve is in the closed position.
Description
CROSS-REFERENCE TO RELATED APPLICATION
[0001] This application claims priority to U.S. Provisional
Application Ser. No. 62/587,057, filed Nov. 16, 2017, which is
hereby incorporated by reference in its entirety.
BACKGROUND OF THE INVENTION
Field of the Invention
[0002] The present invention relates to a brake apparatus for
railway vehicles and, more particularly, to an ECP overlay system
for a Russian distributor valve.
Description of Related Art
[0003] Railroad freight cars have a brake pipe that runs through
each car and is coupled therebetween so as to extend continuously
the length of the train. The brake pipe is charged with compressed
air typically at the head end by a compressor on the locomotive.
The compressed air not only provides the pneumatic brake force at
the respective cars, but also serves as a communication link in
which the car's brakes are controlled from the locomotive by
increasing and decreasing the brake pipe pressure. Brake equipment
for railroad freight cars utilizes control valves, also known as
distributor valves, to control the operation of the brake cylinders
and brakes for the freight cars.
[0004] Russian distributor valve systems operate similarly to
American Association of Railroads (AAR) pneumatic air brake valves
(such as the WABCO ABDX control valve), with a pipe bracket
portion, main-line portion, a main portion, a reservoir, and a
brake cylinder.
[0005] Brake equipment may include Electronically Controlled
Pneumatic (ECP) systems to allow for the electronic control of the
brakes rather than pneumatic control. ECP braking systems offer
many advantages over pneumatic-only control, including superior
braking and safety capabilities. ECP brake equipment on each rail
vehicle may include a stand-alone All Electric Manifold (AEM),
which contains pressure transducers, various pneumatic and
electro-pneumatic valves, etc. This equipment is used to monitor
the pressures in the brake pipe, the brake cylinder(s), and
specific reservoirs, and to convert the electrical brake commands
into a form usable by a microprocessor. Operating according to its
programming code and to the dictation of the brake commands and
other electrical signals it has received, the microprocessor
controls the electro-pneumatic valves.
SUMMARY OF THE INVENTION
[0006] In one aspect, an ECP overlay system for a Russian
distributor valve, the system comprising a manifold body comprising
a pipe bracket face configured to engage a face of a pipe bracket
of a railway brake system, a valve face configured to engage a
mounting face of a main portion of a Russian distributor valve of a
railway brake system, and an electric manifold face, an electric
manifold assembly engaged with the electric manifold face of the
manifold body, the electric manifold assembly having a pneumatic
mode where the electric manifold assembly is configured to allow
pneumatic-only control of a brake cylinder of railway brake system
and an ECP mode where the electric manifold assembly is configured
to allow electronic control of a brake cylinder of a railway brake
system.
[0007] The manifold body may further include a plurality of ports
defined by the pipe bracket face, a plurality of ports defined by
the valve face, and a plurality of ports defined by the electric
manifold face, the plurality of ports of the pipe bracket face are
in fluid communication with the plurality of ports of the valve
face via a plurality of passages extending through the manifold
body, the plurality of ports of the electric manifold face are in
fluid communication with the plurality of passages.
[0008] The plurality of ports of the pipe bracket face and the
plurality of ports of the valve face may each include a reservoir
pressure port, a brake pipe pressure port, a brake cylinder
pressure port, a valve chamber pressure port, a working chamber
pressure port, and an additional discharge channel pressure port,
where the reservoir pressure ports of the pipe bracket face and the
valve face are in fluid communication via a reservoir pressure
passage, the brake pipe pressure ports of the pipe bracket face and
the valve face are in fluid communication via a brake pipe pressure
passage, the brake cylinder pressure ports of the pipe bracket face
and the valve face are in fluid communication via a brake cylinder
pressure passage, the valve chamber pressure ports of the pipe
bracket face and the valve face are in fluid communication via a
valve chamber pressure passage, the working chamber pressure ports
of the pipe bracket face and the valve face are in fluid
communication via a working chamber pressure passage, and the
additional discharge channel pressure ports of the pipe bracket
face and the valve face are in fluid communication via a discharge
channel passage.
[0009] A plurality of ports of the electric manifold face may
include a reservoir pressure port, a brake pipe pressure port, and
a brake cylinder pressure port, the reservoir pressure port of the
electric manifold face is in fluid communication with the reservoir
pressure passage, the brake pipe pressure port of the electric
manifold face is in fluid communication with the brake pipe
pressure passage, and the brake cylinder pressure port of the
electric manifold face is in fluid communication with the brake
cylinder pressure passage.
[0010] The electric manifold assembly may include a cut-out valve,
a fill valve, and a brake cylinder exhaust valve, the cut-out
valve, the fill valve, and the brake cylinder exhaust valve each
having an open position and closed position, and wherein, when the
electric manifold assembly is in the ECP mode with the fill valve
in the open position and the cut-out valve and the brake cylinder
exhaust valve each in the closed position, the fill valve is
configured to place a reservoir pressure passage in fluid
communication with a brake cylinder pressure passage.
[0011] The fill valve may be configured to place a reservoir
pressure passage in fluid communication with a brake cylinder
pressure passage via a brake cylinder fill choke.
[0012] When the electric manifold assembly is in the ECP mode with
the brake cylinder exhaust valve in the open position and the fill
valve in the closed position, the brake cylinder exhaust valve may
be configured to place a brake cylinder pressure passage in fluid
communication with atmospheric pressure.
[0013] The brake cylinder exhaust valve may be configured to place
a brake cylinder pressure passage in fluid communication with
atmospheric pressure via a brake cylinder exhaust choke.
[0014] The cut-out valve, the fill valve, and the brake cylinder
exhaust valve may be electronically-controlled via a cut-out
solenoid, a fill solenoid, and a brake cylinder exhaust solenoid,
respectively.
[0015] The cut-out valve, the fill valve, and the brake cylinder
exhaust valve may each include a diaphragm check valve, with the
cut-out valve biased to the open position, the fill valve biased to
the closed position, the brake cylinder exhaust valve biased to the
open position. The cut-out solenoid, the fill solenoid, and the
brake cylinder exhaust solenoid each configured to supply pneumatic
pressure to the respective cut-out valve, the fill valve, and the
brake cylinder exhaust valve to maintain the cut-out valve, the
fill valve, and the brake cylinder exhaust valve in the closed
position.
[0016] When the electric manifold assembly is in the pneumatic
mode, the cut-out valve is in the open position to place a brake
cylinder passage in fluid communication with a brake cylinder port
of the valve face of the manifold body, the fill valve is in the
closed position, and the brake cylinder exhaust valve is in the
closed position.
[0017] The electric manifold assembly may further include a
reservoir pressure transducer, a brake pipe pressure transducer,
and a brake cylinder pressure transducer.
[0018] The manifold body may be configured to be positioned between
a pipe bracket and a main portion of a Russian distributor
valve.
[0019] The electric manifold assembly may include a cut-out valve,
a fill valve, and a brake cylinder exhaust valve, with the cut-out
valve, the fill valve, and the brake cylinder exhaust valve each
having an open position and closed position, and where, when the
electric manifold assembly is in the ECP mode with the fill valve
in the open position and the cut-out valve and the brake cylinder
exhaust valve each in the closed position, the fill valve is
configured to place the reservoir pressure passage in fluid
communication with the brake cylinder pressure passage.
[0020] The fill valve may be configured to place the reservoir
pressure passage in fluid communication with the brake cylinder
pressure passage via a brake cylinder fill choke.
[0021] When the electric manifold assembly is in the ECP mode with
the brake cylinder exhaust valve in the open position and the fill
valve in the closed position, the brake cylinder exhaust valve may
be configured to place the brake cylinder pressure passage in fluid
communication with atmospheric pressure.
[0022] The brake cylinder exhaust valve may be configured to place
the brake cylinder pressure passage in fluid communication with
atmospheric pressure via a brake cylinder exhaust choke.
[0023] The cut-out valve, the fill valve, and the brake cylinder
exhaust valve may be electronically-controlled via a cut-out
solenoid, a fill solenoid, and a brake cylinder exhaust solenoid,
respectively.
[0024] The cut-out valve, the fill valve, and the brake cylinder
exhaust valve may each include a diaphragm check valve, with the
cut-out valve biased to the open position, the fill valve biased to
the closed position, the brake cylinder exhaust valve biased to the
open position. The cut-out solenoid, the fill solenoid, and the
brake cylinder exhaust solenoid each in fluid communication with
the reservoir pressure passage and configured to supply air from
the reservoir pressure passage to the respective cut-out valve, the
fill valve, and the brake cylinder exhaust valve to maintain the
cut-out valve, the fill valve, and the brake cylinder exhaust valve
in the closed position.
[0025] When the electric manifold assembly is in the pneumatic
mode, the cut-out valve is in the open position to place the brake
cylinder pressure passage in fluid communication with a main
portion of a Russian distributor valve, the fill valve is in the
closed position, and the brake cylinder exhaust valve is in the
closed position.
[0026] Further details and advantages of the various embodiments of
the invention detailed herein will become clear upon reviewing the
following detailed description of the preferred embodiments in
conjunction with the accompanying drawing figures.
BRIEF DESCRIPTION OF THE DRAWINGS
[0027] FIG. 1 is a cross-sectional view of a Russian distributor
valve.
[0028] FIG. 2 is a perspective view of a Russian distributor valve
according to one configuration.
[0029] FIG. 3 is a perspective view of a Russian distributor valve
according to a further configuration.
[0030] FIG. 4 is a perspective view of a Russian distributor valve
according to another configuration.
[0031] FIG. 5 a front view of a main portion mounting face of a
pipe bracket of the braking system of FIG. 1.
[0032] FIG. 6 is a front view of a mounting face of a main portion
of the distributor valve of FIG. 1.
[0033] FIG. 7 is a schematic view of an ECP overlay system
according to one aspect of the present invention, showing the
system in a pneumatic mode (ECP in cut-out position) with a
distributor valve in a release position.
[0034] FIG. 8 is a schematic view of the ECP overlay system of FIG.
7 showing the system in a pneumatic mode (ECP in cut-out position)
with a distributor valve in an applied position.
[0035] FIG. 9 is a schematic view of the ECP overlay system of FIG.
7, showing the system in an ECP cut-in position with the brakes
released.
[0036] FIG. 10 is a schematic view of the ECP overlay system of
FIG. 7, showing the system in an ECP cut-in position with the
brakes in an applied position.
[0037] FIG. 11 is a schematic view of the ECP overlay system of
FIG. 7, showing the system in an ECP cut-in position with the
brakes being released position.
DETAILED DESCRIPTION
[0038] For purposes of the description hereinafter, spatial
orientation terms, as used, shall relate to the referenced
embodiment as it is oriented in the accompanying drawing figures or
otherwise described in the following detailed description. However,
it is to be understood that the embodiments described hereinafter
may assume many alternative variations and configurations. It is
also to be understood that the specific components, devices, and
features illustrated in the accompanying drawing figures and
described herein are simply exemplary and should not be considered
as limiting.
[0039] Referring to FIGS. 1-6, a Russian distributor valve 1
includes a pipe bracket 2 having various pipes attached thereto for
establishing a pneumatic connection between the various components
of the Russian Distributor valve 1. A main portion 3 and main-line
portion 4 are secured to the pipe bracket 2. As shown in FIGS. 2-4,
the pipe bracket 2, main portion 3, and main-line portion 4 of the
Russian Distributor valve 1 may have various configurations and
orientations. The pipe bracket 2 contains an internal valve chamber
5 and an internal working chamber 6 and is in fluid communication
with a reservoir 7, a brake cylinder 8, and a brake pipe 9. The
flow of the pressurized air between various locations within the
Russian Distributor valve 1 is controlled by the main portion 3 and
the main-line portion 4 to perform various brake valve functions,
including application and release of the brake cylinder 8.
[0040] Referring to FIGS. 7-11, an ECP overlay system 10 for a
Russian distributor valve 1 is shown. Although specific
configurations of the Russian distributor valve 1 are shown in
FIGS. 1-11, the ECP overlay system 10 may be utilized in connection
with various configurations of Russian distributor valves. The ECP
overlay system 10 includes a manifold body 12 and an electric
manifold assembly 14 as discussed in more detail below.
[0041] Referring to FIGS. 1-11, the manifold body 12 is configured
to be positioned between the pipe bracket 2 and the main portion 3
of the Russian distributor valve 1. The manifold body 12 includes a
pipe bracket face 16 configured to engage a main portion mounting
face 18 of the pipe bracket 2 of the Russian distributor valve 1, a
valve face 20 configured to engage a mounting face 22 of the main
portion 3 of a Russian distributor valve 1 of a railway brake
system, and an electric manifold face 24 configured to engage the
electric manifold assembly 14. The pipe bracket face 16 defines a
reservoir pressure port 30, a brake pipe pressure port 32, a brake
cylinder pressure port 34, a valve chamber pressure port 36, a
working chamber pressure port 38, and an additional discharge
channel pressure port 40. The valve face 20 also defines a
reservoir pressure port 42, a brake pipe pressure port 44, a brake
cylinder pressure port 46, a valve chamber pressure port 48, a
working chamber pressure port 50, and an additional discharge
channel pressure port 52. The reservoir pressure ports 30, 42 of
the pipe bracket face 16 and the valve face 20 are in fluid
communication via a reservoir pressure passage 54. The brake pipe
pressure ports 32, 44 of the pipe bracket face 16 and the valve
face 20 are in fluid communication via a brake pipe pressure
passage 56. The brake cylinder pressure ports 34, 46 of the pipe
bracket face 16 and the valve face 20 are in fluid communication
via a brake cylinder pressure passages 57, 58. The valve chamber
pressure ports 36, 48 of the pipe bracket face 16 and the valve
face 20 are in fluid communication via a valve chamber pressure
passage 60. The working chamber pressure ports 38, 50 of the pipe
bracket face 16 and the valve face 20 are in fluid communication
via a working chamber pressure passage 62. The additional discharge
channel pressure ports 40, 52 of the pipe bracket face 16 and the
valve face 20 are in fluid communication via a discharge channel
passage 64.
[0042] Referring to FIGS. 7-11, the electric manifold face 24 also
includes a reservoir pressure port 70, a brake pipe pressure port
72, and a brake cylinder pressure port 74. The reservoir pressure
port 70 of the electric manifold face 24 is in fluid communication
with the reservoir pressure passage 54, the brake pipe pressure
port 72 of the electric manifold face 24 is in fluid communication
with the brake pipe pressure passage 56, and the brake cylinder
pressure port 74 of the electric manifold face 24 is in fluid
communication with the brake cylinder pressure passage 58. The
manifold body 12 may include a plurality of mounting openings (not
shown) configured to receive mounting studs (not shown) from the
main portion mounting face 18 of the pipe bracket 2 for securing
the manifold body 12 and the main portion 3 of the Russian
distributor valve 1 to the pipe bracket 2. The mounting studs may
extend through the manifold body 12 and further through a flange of
the main portion 3 of the Russian distributor valve 1 for securing
the manifold body 12 and the main portion 3 to the pipe bracket 2.
The mounting studs of the pipe bracket 2 may be modified or
replaced with longer studs to accommodate the manifold body 12.
[0043] Referring to FIGS. 5 and 6, the main portion mounting face
18 of the pipe bracket 2 of the Russian distributor valve 1
includes a reservoir pressure port 78, a brake pipe pressure port
80, a brake cylinder pressure port 82, a valve chamber pressure
port 84, a working chamber pressure port 86, and an additional
discharge channel pressure port 88 that are configured to be
aligned with the corresponding ports 30, 32, 34, 36, 38, 40 of the
pipe bracket face 16 of the manifold body 12 discussed above. The
mounting face 22 of the main portion 3 of the Russian distributor
valve 1 also includes a reservoir pressure port 90, a brake pipe
pressure port 92, a brake cylinder pressure port 94, a valve
chamber pressure port 96, a working chamber pressure port 98, and
an additional discharge channel pressure port 100 that are that are
configured to be aligned with the corresponding ports 42, 44, 46,
48, 50, 52 of the valve face 20 of the manifold body 12 discussed
above. Accordingly, the manifold body 12 allows for the fluid
communication between the pipe bracket 2 and the main portion 3 of
the Russian distributor valve 1 while providing access to the
various pressures of the system via the electric manifold face 24
for ECP functionality.
[0044] Referring to FIGS. 7-11, the electric manifold assembly 14
is engaged with the electric manifold face 24 of the manifold body
12. The electric manifold assembly 14 may include a coin plate (not
shown) secured to the manifold body 12. The electric manifold
assembly 14 has a pneumatic mode (ECP cut-out) where the electric
manifold assembly 14 is configured to allow pneumatic-only control
of the brake cylinder 8 of railway brake system and an ECP mode
(ECP cut-in) where the electric manifold assembly 14 is configured
to allow electronic control of the brake cylinder 8 of a railway
brake system. When the electric manifold assembly 14 is in the
pneumatic mode, the electric manifold assembly 14 allows the
freight brake control valve portion to have control of the railway
brake system. When the electric manifold assembly 14 is in ECP
mode, the electric manifold assembly 14 allows electronic control
to either fill and/or exhaust brake cylinder 8 of a railway brake
system.
[0045] Referring again to FIGS. 7-11, the electric manifold
assembly 14 includes a cut-out valve 102, a fill valve 104, and a
brake cylinder exhaust valve 106. The cut-out valve 102, the fill
valve 104, and the brake cylinder exhaust valve 106 each have an
open position and closed position. When the electric manifold
assembly 14 is in the ECP mode (ECP cut-in and in "brake
application mode) with the fill valve 104 in the open position and
the cut-out valve 102 and the brake cylinder exhaust valve 106 each
in the closed position, as shown in FIG. 10, the fill valve 104 is
configured to place the reservoir passage 54 in fluid communication
with the brake cylinder pressure passage 58. As discussed in more
detail below, the ECP overlay system 10 shown in FIG. 10 is in ECP
mode during a brake application. The fill valve 104 is configured
to place the reservoir passage 54 in fluid communication with the
brake cylinder pressure 58 passage via a brake cylinder fill choke
108. The cut-out valve 102 is configured to isolate brake cylinder
pressure passage 57 from the brake cylinder passage 58. When the
electric manifold assembly 14 is in the ECP mode (ECP cut-in and in
"brake release mode") with the brake cylinder exhaust valve 106 in
the open position and the fill valve 104 in the closed position, as
shown in FIG. 11, the brake cylinder exhaust valve 106 is
configured to place the brake cylinder pressure passage 58 in fluid
communication with atmospheric pressure. In particular, the brake
cylinder exhaust valve 106 is configured to place the brake
cylinder pressure passage 58 in fluid communication with
atmospheric pressure via a brake cylinder exhaust choke 110. The
cut-out valve 102 is in the open position thus allowing fluid
communication with the brake cylinder pressure passages 57, 58.
When the electric manifold assembly 14 is in the pneumatic mode
(ECP cut-out), as shown in FIGS. 7 and 8, the cut-out valve 102 is
in the open position to place both brake cylinder passages 57, 58
and brake cylinder 8 in fluid communication with the main portion 3
of the Russian distributor valve 1 via the brake cylinder port 46
of the valve face 20 of the manifold body 12, the fill valve 104 is
in the closed position, and the brake cylinder exhaust valve 106 is
in the closed position. The cut-out valve 102 is configured to
place the brake cylinder passages 57, 58 in fluid communication
with the main portion 3 of the Russian distributor valve 1 thereby
allowing the main portion 3 to be pneumatically responsible for
applying and releasing the brake cylinder 8.
[0046] The cut-out valve 102, the fill valve 104, and the brake
cylinder exhaust valve 106 are electronically-controlled via a
cut-out solenoid 118, a fill solenoid 120, and a brake cylinder
exhaust solenoid 122, respectively. The cut-out valve 102, the fill
valve 104, and the brake cylinder exhaust valve 106 are each
diaphragm check valves having a diaphragm 124, 126, 128, although
other suitable valve arrangements may be utilized. The cut-out
valve 102 is biased to the open position, the fill valve 104 is
biased to the closed position, and the brake cylinder exhaust valve
106 is biased to the open position. The cut-out valve 102, the fill
valve 104, and the brake cylinder exhaust valve 106 may be biased
to their respective position via respective springs 130, 132, 134,
although other suitable arrangements may be utilized. The cut-out
solenoid 118, the fill solenoid 120, and the brake cylinder exhaust
solenoid 122 are each configured to supply pneumatic pressure to
the respective cut-out valve 102, the fill valve 104, and the brake
cylinder exhaust valve 106 to maintain the cut-out valve 102, the
fill valve 104, and the brake cylinder exhaust valve 106 in the
closed position. As shown in FIGS. 7-11, the pneumatic pressure may
be pressure from the reservoir passage 54 supplied via the
solenoids 118, 120, 122 to the respective diaphragms 124, 126, 128
of the valves 102, 104, 106. Opening and closing of the solenoids
118, 120, 122 controls whether the reservoir passage 54 pressure
acts on the diaphragms 124, 126, 128 of the valves 102, 104, 106
thereby controlling whether the valves 102, 104, 106 are in the
open or closed position.
[0047] The cut-out valve 102 is in fluid communication with the
brake cylinder passage 58 via brake cylinder passage 57 and is
configured to place the main portion 3 of the Russian distributor
valve 1 in fluid communication with the brake cylinder passage 58
when the cut-out valve 102 is in the open position (cut-out
solenoid 118 de-energized). The main portion 3 of the Russian
distributor valve 1 is isolated from the brake cylinder port 82 of
the pipe bracket 2 and the brake cylinder 8 when the cut-out valve
102 is in the closed position (cut-out solenoid 118 is energized).
The fill valve 104 is in fluid communication with the reservoir
passage 54 and the brake cylinder passage 58 with the reservoir
passage 54 being in fluid communication with the brake cylinder
passage 58 when the fill valve 104 is in the open position (fill
solenoid 120 energized). The reservoir passage 54 is isolated from
the brake cylinder passage 58 when the fill valve 104 is in the
closed position (fill solenoid 120 de-energized). The brake
cylinder exhaust valve 106 is in fluid communication with the brake
cylinder passage 58 and atmospheric pressure via the brake cylinder
exhaust choke 110. The brake cylinder pressure passage 58 is in
fluid communication with atmospheric pressure with the brake
cylinder exhaust valve 106 in the open position (brake cylinder
exhaust solenoid 122 energized). The brake cylinder pressure
passage 58 is isolated from atmospheric pressure when the brake
cylinder exhaust valve 106 is in the closed position (brake
cylinder exhaust solenoid 122 de-energized).
[0048] Referring again to FIGS. 7-11, the electric manifold
assembly 14 further includes a reservoir pressure transducer 140, a
brake cylinder pressure transducer 142, and a brake pipe pressure
transducer 144 to measure the respective pressures of the passages
54, 58, 56.
Pneumatic Mode
[0049] Referring to FIGS. 7 and 8, the electric manifold assembly
14 is in pneumatic mode to provide for pneumatic-only control of
the Russian distributor valve 1. More specifically, when the
electric manifold assembly 14 is electronically cut-out while in
pneumatic mode, the Russian distributor valve 1 is allowed to
maintain pneumatic control of the freight brake system. While in
pneumatic mode, the electric manifold assembly 14 is electronically
cut out and the Russian distributor valve 1 provides the feed of
reservoir 7 pressure to the brake cylinder 8. The cut-out valve 102
is in the open position (cut-out solenoid 118 de-energized) to
allow the brake cylinder passages 57, 58 and brake cylinder 8 to be
in fluid communication with the main portion 3 of the Russian
distributor valve 1. The fill valve 104 and the brake cylinder
exhaust valve 106 are in the closed position (fill solenoid 120 and
brake cylinder exhaust solenoid 122 de-energized) and pressurized
on their seats by the reservoir passage pressure 54 via the
solenoids 120, 122 thereby isolating the reservoir passage 54 from
the brake cylinder pressure passage 58 as well as isolating the
brake cylinder pressure passage 58 from atmosphere via the brake
cylinder exhaust valve 106. Accordingly, the Russian distributor
valve 1 is pneumatically responsible for applying and releasing the
brake cylinder 8 on the freight vehicle based on manipulations of
brake pipe pressure in the train. The Russian distributor valve 1
is shown in a released position in FIG. 7 and an applied position
in FIG. 8.
ECP Mode in Release Position
[0050] Referring to FIG. 9, the electric manifold assembly 14 is in
ECP mode (electric manifold assembly 14 cut-in) and the Russian
distributor valve 1 is in a release position. The electric manifold
assembly 14 is placed in ECP mode electronically. The brake pipe 9
of the train and the brake pipe passage 56 are maintained at the
system supply charge pressure such that Russian distributor valve 1
never develops a pressure differential required internally to
initiate a brake application thereby keeping the Russian
distributor valve 1 in the release position. The cut-out valve 102
is in the open position (cut-out solenoid 118 de-energized) to
place the brake cylinder passages 57, 58 and brake cylinder 8 in
fluid communication with the main portion 3 of the Russian
distributor valve 1. In a release position in ECP mode, the fill
valve 104 and the brake cylinder exhaust valve 106 are in the
closed position (fill solenoid 120 and brake cylinder exhaust
solenoid 122 de-energized) and pressurized on their seats by the
reservoir passage pressure 54 via the solenoids 120, 122 thereby
isolating the reservoir passage 54 from the brake cylinder passage
58 as well as isolating the brake cylinder passage 58 from
atmosphere via the brake cylinder exhaust valve 106 within the
electric manifold assembly 14.
ECP Mode in Application Position
[0051] Referring to FIG. 10, the electric manifold assembly 14 is
in ECP mode (electric manifold assembly 14 cut-in) to provide
electronic control of reservoir pressure passage 54 during a brake
application. The brake pipe 9 of the train and the brake pipe
passage 56 are maintained at the system supply charge pressure such
that Russian distributor valve 1 never develops a pressure
differential required internally to initiate a brake application
thereby keeping the Russian distributor valve 1 in the release
position. While in ECP mode and when a signal for electronic
braking is obtained, the cut-out valve 102 is moved to the closed
position (cut-out solenoid 118 energized) and held on its seat by
pressure from the reservoir passage 54 via the cut-out solenoid
118. In other words, the cut-out solenoid 118 is electronically
energized or actuated to allow the flow of air from the reservoir
passage 54 to the top side of the diaphragm 124 of the cut-out
valve 102 to move the cut-out valve 102 to the closed position.
[0052] The fill valve 104 is moved to the open position by
electronically energizing or actuating the fill solenoid 120 to
isolate the flow of air from the reservoir passage 54 to the top
side of the diaphragm 126 of the fill valve 104 and venting it to
atmosphere thereby allowing the pressure from the reservoir passage
54 to overcome the biasing force of the spring 132 of the fill
valve 104 to unseat the diaphragm 126. With the fill valve 104 in
the open position, pressure from the reservoir passage 54 is
directed to the brake cylinder passage 58 via the brake cylinder
fill choke 108 to initiate a brake application. The brake cylinder
exhaust valve 106 remains in the closed position (brake cylinder
exhaust solenoid 122 remains de-energized) and pressurized on its
seat by the reservoir passage 54 pressure via the brake cylinder
exhaust solenoid 122 thereby isolating the brake cylinder passage
54 from the atmosphere via the brake cylinder exhaust valve 106.
Once the target brake cylinder pressure is obtained, the fill
solenoid 120 is de-energized, thus allowing the fill valve 104 to
close on its seat to terminate the flow of reservoir pressure 54
into the brake cylinder passage 58.
ECP Mode in Brakes Being Released Position
[0053] Referring to FIG. 11, while in ECP mode and when the signal
to release brake cylinder pressure is obtained by the electric
manifold assembly 14, the fill valve 104 is already in its closed
position, where reservoir passage 54 is isolated from the brake
cylinder passage 58. The cut-out valve 102 is moved to the open
position by de-energizing the cut-out solenoid 118 to exhaust
reservoir pressure acting on the top side of the diaphragm 124 to
atmosphere and the biasing force of the spring 130 unseats the
diaphragm 124. The brake cylinder exhaust valve 106 is moved to the
open position by energizing the brake cylinder exhaust solenoid 122
thereby allowing brake cylinder pressure to vent to atmosphere via
the brake cylinder exhaust choke 110 to release the brake
application. When brake cylinder 8 pressure reaches an upper
predetermined pressure, such as approximately 11 psi, in brake
cylinder passage 58, the brake cylinder exhaust valve 106 is moved
back to its closed position by de-energizing the brake cylinder
exhaust solenoid 122 until brake cylinder pressure reaches a lower
predetermined pressure, such as approximately 5 psi, in brake
cylinder passage 58, the brake cylinder exhaust valve 106 is
re-opened by energizing solenoid 122 once again until brake
cylinder pressure reaches approximately 0 psi in brake cylinder
passage 58. At this point, the brake cylinder exhaust valve 106 is
moved back to its closed position by de-energizing the brake
cylinder exhaust solenoid 122.
[0054] While embodiments of ECP overlay system were provided in the
foregoing description, those skilled in the art may make
modifications and alterations to these embodiments without
departing from the scope and spirit of the invention. Accordingly,
the foregoing description is intended to be illustrative rather
than restrictive. The invention described hereinabove is defined by
the appended claims and all changes to the invention that fall
within the meaning and the range of equivalency of the claims are
to be embraced within their scope.
* * * * *